CN108027056A - The coast stop control method and control device of vehicle - Google Patents
The coast stop control method and control device of vehicle Download PDFInfo
- Publication number
- CN108027056A CN108027056A CN201680053211.9A CN201680053211A CN108027056A CN 108027056 A CN108027056 A CN 108027056A CN 201680053211 A CN201680053211 A CN 201680053211A CN 108027056 A CN108027056 A CN 108027056A
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- Prior art keywords
- clutch
- coast stop
- lock
- traveling
- pressure
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- 239000007924 injection Substances 0.000 claims description 4
- 230000003137 locomotive effect Effects 0.000 abstract description 14
- 239000003921 oil Substances 0.000 description 133
- 230000008859 change Effects 0.000 description 57
- 230000009471 action Effects 0.000 description 28
- 230000000694 effects Effects 0.000 description 12
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- 238000007599 discharging Methods 0.000 description 3
- 239000010687 lubricating oil Substances 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/148—Control of torque converter lock-up clutches using mechanical control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18066—Coasting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H2059/186—Coasting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0028—Supply of control fluid; Pumps therefore using a single pump driven by different power sources
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Control Of Fluid Gearings (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Possess：Drivetrain clutch (Fwd/C), it is disposed between engine (1) and driving wheel (7)；Fluid torque-converter (2), it is disposed between drivetrain clutch (Fwd/C) and engine (1), and possesses the lock-up clutch (9) based on oil pressure cntrol power transmission capacity；Electric oil pump (50), it is when engine (1) stops for oil feed pressure.This starts establishment of the locomotive based on coast stop driving conditions, the power transmission of cut-out drivetrain clutch (Fwd/C), and carries out inertia traveling by stopping the coast stop control of engine (1).In the inertia traveling of coast stop control, it is set to apply lock-up clutch (9) state for the oil pressure for being used for making lock-up clutch (9) be power delivery status.
Description
Technical field
The present invention relates to a kind of power transmission cut off from traveling driving source to driving wheel, and make traveling driving source
What is stopped and carry out the vehicle of inertia traveling slides (Sailing) method for controlling stopping and control device.
Background technology
At present it is known that there is a kind of vehicle sliding stop control, the power from traveling driving source to driving wheel is cut off
Transmit, and into advance when exercising the coast stop that stops of traveling driving source and controlling, having in power transfer path
Clutch and lock-up clutch are set to release conditions (for example, referring to patent document 1).
But in existing apparatus, in the inertia traveling controlled based on coast stop, with maintaining clutch coupled situation
Situation compare, by lock-up clutch be maintained needed for the clutch release conditions that increase of flow.Accordingly, there exist following problem,
That is, exiting coast stop control and returned to usually when driving from inertia traveling, can ensure that to couple forward clutch
Flow reduce, until forward clutch is as untill power delivery status, it may occur that time lag.
Prior art literature
Patent document
Patent document 1：Japanese Unexamined Patent Publication 2013-117274 publications
The content of the invention
The present invention is conceived to the above problem and creates, its object is to, there is provided one kind is exiting coast stop control
When, the coast stop controlling party for the vehicle that the time lag untill friction connection element becomes power delivery status is shortened
Method and control device.
To achieve these goals, vehicle of the invention possesses：Rub connection element, its be disposed in traveling driving source and
Between driving wheel；Fluid torque-converter, it is disposed between friction connection element and traveling driving source, and is possessed based on oil pressure control
The lock-up clutch of brake force transmission capacity；Oil pressure source, it is in the stopping of traveling driving source for oil feed pressure.
The vehicle is based on sliding the establishment that (Sailing) stops driving conditions, and the power of cut-out friction connection element passes
Pass, and inertia traveling is carried out by controlling the coast stop that traveling is stopped with driving source.Moreover, controlled in coast stop
Inertia traveling in, be set to lock-up clutch apply be used for make lock-up clutch be power delivery status oil pressure state.
Therefore, in the power transmission of cut-out friction connection element, and the coast stop control for stopping traveling driving source
In the inertia traveling of system, lock-up clutch is set to apply the state for being used for the oil pressure as power delivery status.
That is, compared with maintaining the situation of clutch release conditions, the clutch of flow reduction needed for lock-up clutch maintenance
Power delivery status.Therefore, returned to usually when driving from inertia traveling exiting coast stop control, increase is used to couple
The flow of friction connection element, friction connection element time required untill becoming power delivery status shorten.
As a result, when exiting coast stop control, untill friction connection element can be shortened as power delivery status
Time lag.
Brief description of the drawings
Fig. 1 is the band auxiliary transmission for representing to be equipped with the coast stop control method for applying embodiment 1 and control device
Buncher the monolithically fabricated figure for starting locomotive；
Fig. 2 is the block diagram of the Inner Constitution for the gearbox controller for representing embodiment 1；
Fig. 3 is the speed change for representing to be stored in an example of the speed change image of the storage device of the gearbox controller of embodiment 1
Image map；
Fig. 4 is that the circuit of the oil pressure control system in the buncher with auxiliary transmission for represent embodiment 1 is formed
Circuit block diagram；
Fig. 5 is the flow chart for representing the coast stop control process flow by the integrated controller execution of embodiment 1；
Fig. 6 is that A pedals, ST-SW, F/C, VSP, front and rear G, OUT rotation, SEC when representing to perform coast stop control revolve
Turn, ENG rotations, the synchronous rotating speed of target of rotation, slide judgement, EOP terminates, clutch disconnect terminate, clutch connection starts, from
Clutch connection terminate, actual Ratio, target Ratio, H/C pressure, Sec pressure, Pri pressure, L/U pressure, EOP starting each characteristic when
Between scheme；
Fig. 7 is that the coast stop control for the vehicle for representing the device by being equipped with embodiment 1 continues under inertia traveling
During the connection of lock-up clutch and release lock-up clutch connection when difference in flow and required wattage difference Contrast on effect characteristic
Figure.
Embodiment
In the following, embodiment 1 shown in the drawings is based on, coast stop control method and control to realizing vehicle of the invention
The best mode of device illustrates.
Embodiment 1
First, composition is illustrated.
The coast stop control method and control device of embodiment 1 are applied to be equipped with the buncher with auxiliary transmission
Start locomotive.In the following, the composition of the coast stop control device for starting locomotive of embodiment 1 is divided into " total system structure
Into ", " speed Control form " based on speed change image, " circuit of oil pressure control system is formed " and " at coast stop control
Reason is formed " illustrate.
" total system composition "
Fig. 1 shows the buncher with auxiliary transmission for the coast stop control device for being equipped with applying embodiment 1
Start being monolithically fabricated for locomotive, Fig. 2 represents the Inner Constitution of gearbox controller.In the following, based on Fig. 1 and Fig. 2 to overall system
System composition illustrates.
In addition, in the following description, " gear ratio " of a certain gear for the gear input speed divided by
Value obtained from the output speed of the gear.In addition, " most low gear gear ratio " refers to the maximum gear ratio of the gear,
" top gear gear ratio " refers to the minimum gear ratio of the gear.
Locomotive is started to possess the engine 1 for acting the starting motor 15 employed with engine as traveling drive shown in Fig. 1
Dynamic source.The output rotation of engine 1 is via the fluid torque-converter 2 with lock-up clutch 9, speed reducing gear pair 3, band auxiliary transmission
Buncher 4 (hereinafter referred to as " automatic transmission 4 "), final gear pair 5, final deceleration device 6 is to driving wheel 7
Transmit.The output shaft of automatic transmission 4 is mechanically pinned when being provided with final gear pair 5 in parking prevents it from revolving
The stop mechanism 8 turned.As oil pressure source, possess by the power-actuated mechanical oil pump 10 of engine 1 and by motor 51
Power-actuated electric oil pump 50.Pressure regulation is carried out to the ejection pressure from mechanical oil pump 10 or electric oil pump 50 moreover, being provided with
And oil pressure control circuit 11, the gearbox controller of control oil pressure control circuit 11 supplied to each position of automatic transmission 4
12nd, integrated controller 13 and engine controller 14.In the following, each composition is illustrated.
Above-mentioned automatic transmission 4 possesses band type stepless speed changing mechanism (hereinafter referred to as " gear 20 ") and and variable-speed motor
The secondary gear 30 that structure 20 is arranged in series.Here, " being arranged in series " refers in power transfer path, gear 20 and pair
The meaning that gear 30 is arranged in series.Secondary gear 30 can be as in this example with gear 20 output shaft directly connect
Connect, can also be attached via other speed changes or even power transmission mechanism (for example, gear set).
Above-mentioned gear 20 is to possess primary pulley 21, secondary pulley 22 and the V being hung between belt wheel 21,22
The band type stepless speed changing mechanism of shape band 23.Belt wheel 21,22 possesses fixed circular cone plate, so that pulley face and the fixation circular cone plate respectively
Opposite state configures and forms the movable circular cone plate of V-shaped groove between fixed circular cone plate and be arranged at the movable circular cone
The back side of plate simultaneously makes the movable circular cone plate primary oil hydraulic cylinder 23a of displacement and secondary oil hydraulic cylinder 23b in the axial direction.When adjustment is to primary
During the oil pressure that oil hydraulic cylinder 23a and secondary oil hydraulic cylinder 23b are supplied, the width of V-shaped groove changes, V-belt 23 and each belt wheel 21,22
Contact radius change, the gear ratio of gear 20 infinitely changes.
Above-mentioned pair gear 30 is advance 2 grades, the gear of 1 grade of retrogressing.Secondary gear 30 possesses connection two
The La Weilve types planetary gears 31 of planetary tooth rest and with form La Weilve types planetary gears 31 it is multiple
Rotate element connect and change their connection status multiple friction connection elements (low gear brake 32, high gear brake 33,
Reverse brake 34).
When adjusting the confession oil feed pressure to each friction connection element 32~34, the connection of each friction connection element 32~34 is changed
Connect/release conditions when, it is above-mentioned pair gear 30 speed change level change.If for example, connection low gear brake 32, release
High gear brake 33 and reverse brake 34, then the speed change level of secondary gear 30 be changed into forward speed stage 1 (hereinafter referred to as " low speed
Pattern ").If coupling high gear brake 33, the change of release low gear brake 32 and reverse brake 34, then secondary gear 30
Fast level is changed into the gear ratio forward speed stage 2 (hereinafter referred to as " fast mode ") smaller than 1 speed.In addition, if connection reverse brake
34, low gear brake 32 and high gear brake 33 are discharged, then the speed change level of secondary gear 30 is changed into retreating level.In addition, if
All low gear brake 32, high gear brake 33 and reverse brakes 34 of the secondary gear 30 of release, then cut off to driving wheel 7
Driving force bang path.In addition, it is following, low gear brake 32 and high gear brake 33 are known as " forward clutch Fwd/C ".
As shown in Fig. 2, above-mentioned gearbox controller 12 is by CPU121, the storage device 122 being made of RAM and ROM, input
Interface 123, output interface 124 and make they be connected with each other busbar 125 form.The gearbox controller 12 passes through control
The gear ratio of gear 20, also, switch multiple friction connection element (low gear brake 32, the high gears of secondary gear 30
Brake 33, reverse brake 34) and realize as defined in speed change level.
Aperture (hereinafter referred to as " accelerator opening APO ") is entered into what above-mentioned input interface 123 inputted detection accelerator pedal
Accelerator opening sensor 41 output signal, detect automatic transmission 4 input speed (rotating speed of=primary pulley 21,
Hereinafter referred to as " primary rotating speed Npri ") speed probe 42 output signal, detect vehicle travel speed (hereinafter referred to as
" vehicle velocity V SP ") vehicle speed sensor 43 output signal, detect automatic transmission 4 pipeline pressure (hereinafter referred to as " pipeline pressure
PL ") pipeline pressure sensor 44 output signal, detect gear lever position disconnect switch 45 output signal, detection system
Output signal of brake switch 46 of dynamic state etc..
The gear change control routine of automatic transmission 4 is stored with above-mentioned storage device 122, in the gear change control routine
The speed change image (speed change figure) (Fig. 4) used.CPU121 reads the gear change control routine being stored in storage device 122 and holds
OK, various calculation process are implemented to the various signals inputted via input interface 123, generates speed change control signal, will be generated
Speed change control signal exported via output interface 124 to oil pressure control circuit 11.CPU121 is used each in calculation process
Kind value, its operation result are appropriately stored in storage device 122.
Above-mentioned oil pressure control circuit 11 is made of multiple flow paths, multiple pressure control valves.Oil pressure control circuit 11 is based on coming
From the speed change control signal of gearbox controller 12, multiple pressure control valves are controlled, switch the feed path of oil pressure.After details
State.
Above-mentioned integrated controller 13 carries out the integrated management of multiple Vehicle Controllers, and transmission control is based on justifying bail
The transmission control of device 12 or based on engine controller 14 engine control etc..The integrated controller 13 and transmission control
Device 12 or the grade Vehicle Controller of engine controller 14 are connected via CAN communication line 25 in a manner of it can carry out information exchange.And
And into coast stop control for exercising the stopping of engine 1 etc. in inertia traveling.
Above-mentioned engine controller 14 carry out based on engine stop from the fuel cut-off to engine 1 control, using rise
Dynamic motor 15 starts engine starting control of engine 1 etc..The rotating speed of detection engine 1 is inputted to the engine controller 14
The output signal of engine speed sensor 47 of (hereinafter referred to as " engine speed Ne ") etc..
[speed Control based on speed change image (speed change figure) is formed]
Fig. 3 represents to be stored in an example of the speed change image of the storage device of gearbox controller.In the following, based on Fig. 3 to base
Form and illustrate in the speed Control of speed change image.
On the speed change image shown in Fig. 3, the operating point of above-mentioned automatic transmission 4 is based on vehicle velocity V SP and primary rotating speed
Npri is determined.The gradient for connecting the operating point of automatic transmission 4 and the line of the zero point of speed change image lower left represents automatic change
(the gear ratio subRatio that the gear ratio vRatio of gear 20 is multiplied by secondary gear 30 is obtained the gear ratio of fast device 4
Overall gear ratio, hereinafter referred to as " run through gear ratio Ratio ").
In the speed change image, in the same manner as the speed change image of existing variable v-belt drive, to each accelerator
Aperture APO is set with shift cable, and the speed change of automatic transmission 4 is carried out according to the selected shift cables of accelerator opening APO.This
Outside, Fig. 3 illustrate only full load line F/L (shift cable during accelerator opening APO=8/8), local line P/L for the ease of understanding
(shift cable during accelerator opening APO=4/8), slide line C/L (shift cable during accelerator opening APO=0).
When above-mentioned automatic transmission 4 is low-speed mode, automatic transmission 4 can make the gear ratio of gear 20
VRatio be the most low gear line LL/L of low-speed mode obtained from maximum and make gear 20 gear ratio vRatio be it is minimum and
Speed change between obtained low-speed mode top gear line LH/L.At this time, the operating point of automatic transmission 4 moves in a-quadrant and B area
It is dynamic.On the other hand, when automatic transmission 4 is fast mode, automatic transmission 4 can make the gear ratio of gear 20
VRatio be the most low gear line HL/L of fast mode obtained from maximum and make gear 20 gear ratio vRatio be it is minimum and
Speed change between obtained fast mode top gear line HH/L.At this time, the operating point of automatic transmission 4 moves in B area and C regions
It is dynamic.
The gear ratio of each speed change level of above-mentioned pair gear 30 is according to change corresponding with low-speed mode top gear line LH/L
Speed gear ratio (fast mode most low gear more corresponding than with fast mode most low gear line HL/L than (low-speed mode top gear gear ratio)
Gear ratio) small mode sets.Thus, the scope through gear ratio Ratio of the automatic transmission 4 obtained in the low-speed mode
That is the scope through gear ratio Ratio of low-speed mode ratio ranges LRE and the automatic transmission 4 obtained in high speed mode is i.e.
Fast mode ratio ranges HRE is partly repeated.It is in the operating point of automatic transmission 4 by fast mode most low gear line HL/L
During B area (repeat region) clipped with low-speed mode top gear line LH/L, automatic transmission 4 can select low-speed mode, height
Either mode in fast mode.
With reference to the speed change image, above-mentioned gearbox controller 12 will correspond to vehicle velocity V SP and accelerator opening APO (vehicles
Transport condition) through gear ratio Ratio be set as reach run through gear ratio DRatio.The arrival runs through gear ratio DRatio
To run through the desired value that gear ratio Ratio should finally be reached under the transport condition.Moreover, the setting of gearbox controller 12 is used for
Make to be followed to the transition desired value i.e. mesh reached through gear ratio DRatio according to desired response characteristic through gear ratio Ratio
Mark runs through gear ratio tRatio, controls gear 20 and secondary gear 30 so as to run through through gear ratio Ratio with target
Gear ratio tRatio is consistent.
On above-mentioned speed change image, it is set as carrying out the pattern switching upshift shift cable of the upshift speed change of secondary gear 30
MU/L (1 → 2 upshift shift cable of secondary gear 30) is substantially overlapped on low-speed mode top gear line LH/L.Associative mode is cut
That changes upshift shift cable MU/L runs through gear ratio Ratio and low-speed mode top gear line LH/L (low-speed mode top gear gear ratio)
It is roughly equal.In addition, on speed change image, it is set as carrying out the pattern switching downshift speed change of the downshift speed change of secondary gear 30
Line MD/L (2 → 1 downshift shift cables of secondary gear 30) is most substantially overlapped in fast mode on low gear line HL/L.Associative mode
Switch downshift shift cable MD/L runs through gear ratio Ratio and fast mode most low gear gear ratio (fast mode most low gear line HL/
L it is) roughly equal.
Moreover, become in the crosscutting pattern switching upshift shift cable MU/L of operating point or pattern switching downshift of automatic transmission 4
The target of the situation of fast line MD/L, i.e. automatic transmission 4 through gear ratio tRatio across mode switch speed ratio mRatio and
The situation of change or with mode switch speed ratio mRatio unanimous circumstances, gearbox controller 12 carry out pattern switching speed change
Control.In the pattern switching speed Control, gearbox controller 12 carries out the speed change of secondary gear 30, and carries out " association
Regulation and control system ", the coordination control two speed changes is mutually coordinated so that gear 20 gear ratio vRatio with secondary gear
The upper change in the opposite direction of the side of 30 gear ratio subRatio changes.
In above-mentioned " coordinate control ", automatic transmission 4 target through gear ratio tRatio from B area side towards C
It is during the crosscutting pattern switching upshift shift cable MU/L of area side or consistent with pattern switching upshift shift cable MU/L from B area side
In the case of, gearbox controller 12 is determined as 1 → 2 upshift speed change, and the speed change level of secondary gear 30 is altered to 2 speed from 1 speed,
And the gear ratio vRatio of gear 20 is set to change from top gear gear ratio to low gear gear ratio.In contrast, automatic
The target of speed changer 4 is through gear ratio tRatio from B area side towards the crosscutting pattern switching downshift shift cable MD/L in a-quadrant side
When, or under B area side and pattern switching downshift shift cable MD/L unanimous circumstances, gearbox controller 12 is determined as 2 → 1 drops
Keep off speed change, the speed change level of secondary gear 30 be altered to 1 speed from 2 speed, and make the gear ratio vRatio of gear 20 from
Most low gear gear ratio changes to high gear gear ratio side.
In above-mentioned pattern switching upshift speed change or during pattern switching downshift speed change, why into exercising gear 20
" coordinating control " of gear ratio vRatio changes, is because can suppress the level through gear ratio Ratio because of automatic transmission 4
The sense of discomfort that poor and the adjoint input speed of generation change is brought to driver, and the change of secondary gear 30 can be relaxed
Speed impact.
[circuit of oil pressure control system is formed]
Fig. 4 represents that the circuit of the oil pressure control system in the automatic transmission 4 of embodiment 1 is formed.In the following, Fig. 4 is based on, it is right
Oil pressure control system centered on oil pressure control circuit 11, which is formed, to be illustrated.
As shown in figure 4, possess pipeline pressure regulating valve 211, primary pulley pressure control valve 212, solenoid 213 and guide
Valve 214 is as the oil pressure control circuit to above-mentioned primary pulley 21 and secondary pulley 22.
That is, as oil pressure source, regulating valve 211 is pressed by pipeline from mechanical oil pump 10 or the action oil of the ejection of electric oil pump 50
Pressure regulation is carried out to pipeline pressure PL.Supply to give pipeline pressure PL as initial pressure to the primary oil hydraulic cylinder 23a of primary pulley 21, based on next
Pressed from the action signal of solenoid 213 and the oil pressure of pressure regulation has been carried out by primary pulley pressure control valve 212.To secondary pulley 22
Secondary oil hydraulic cylinder 23b feeding pipes press PL.In addition, the action signal pressure from solenoid 213 presses benchmark for guide A, chat below
That states is also identical from solenoidal action signal pressure.
As shown in figure 4, possess solenoid 215, low gear brake pressure control valve 216, solenoid 217, high gear clutch pressure
Control valve 218, solenoid 219 and reverse brake pressure control valve 220 are returned as the oil pressure to above-mentioned secondary gear 30
Road.
That is, to low gear brake 32 for giving pipeline pressure PL as initial pressure, based on the action signal pressure from solenoid 215
The oil pressure of pressure regulation has been carried out by low gear brake pressure control valve 216.It is initial to supply to give pipeline pressure PL to high gear brake 33
Pressure, is pressed based on the action signal from solenoid 217 and has carried out the oil pressure of pressure regulation by high gear clutch pressure control valve 218.To
Reverse brake 34 is for giving pipeline pressure PL as initial pressure, based on the action signal pressure from solenoid 219 by retreating braking
Device pressure control valve 220 has carried out the oil pressure of pressure regulation.
As shown in figure 4, possess fluid torque-converter pressure regulating valve 221, solenoid 222 and locking control valve 223 as to
The oil hydraulic circuit of above-mentioned fluid torque-converter 2.
That is, in fluid torque-converter presses regulating valve 221, to press regulating valve 211 and pilot valve 214 via bypassing back from pipeline
Road and the discharging operation oil that is exported is initial pressure, fluid torque-converter is pressed and carries out pressure regulation.In locking control valve 223, since
Fluid torque-converter pressure from fluid torque-converter pressure regulating valve 221 is initial pressure, voltage-controlled based on the action signal from solenoid 222
The oil pressure for applying room and release room of fluid torque-converter 2 processed.Here, apply room and release room to be drawn via lock-up clutch 9
The interior chamber of the fluid torque-converter 2 divided.Moreover, when coupling lock-up clutch 9, by supplying oil feed pressure to application room, pass through row
The flowing for going out the action oil of release room carries out pressure difference connection.When discharging the lock-up clutch 9 of coupled situation, by switching oil
Flow direction, oil feed pressure is supplied to release room, is discharged via the flowing for the action oil for applying room and returning.In addition, locking from
The locking pressure (L/U pressures) of clutch 9 pressed with L/U=and the formula of (applying pressure-release pressure) represents.
[coast stop control process composition]
Fig. 5 represents that the flow that the coast stop control process performed by the integrated controller 13 of embodiment 1 is formed (is slided and stopped
Only control unit).In the following, each step of the Fig. 5 formed to representing coast stop control process illustrates.In addition, will braking
Pedal is set to foot and leaves pedal state.
In step sl, be travelling driving source with engine 1, connection forward clutch Fwd/C (low gear brake 32 or
High gear brake 33) traveling in, judgement slide whether entry condition is set up.It is being the situation of (sliding entry condition to set up)
Under, S2 is entered step, in the case of no (it is invalid to slide entry condition), repeats the judgement of step S1.
Here, " sliding entry condition " is as follows：
(a) (judged in being travelled based on engine-driven advance according to gear positions signal or speed signal etc.)
(b) brake disconnects (being judged according to brake switch signal)
(c) accelerator disconnects (being judged according to the accelerator opening signal of aperture=0)
When the state for the condition for all meeting above-mentioned (a)~(c) passes through (time delay stipulated time：Such as 1 second~2 seconds)
When, it is set to slide entry condition establishment.That is, it is set as that driver does not accelerate or stop to be intended to, to carrying out inertia traveling progress
The condition of detection.
In step s 2, the then judgement for sliding entry condition establishment in step S1, starts the motor of electric oil pump 50
51, enter step S3.
Pass through the electric motor starting of the electric oil pump 50, it is ensured that be set to coast stop control in, apply be used for make locking from
Clutch 9 is the oil pressure source of the state of the oil pressure of power delivery status.
In step s3, the then electric motor starting of the electric oil pump 50 in step S2, discharges the advance clutch of coupled situation
Device Fwd/C, enters step S4.
Here, in the advance traveling of selection low-speed mode, release low gear brake 32, in the advance of selection fast mode
In traveling, release high gear brake 33.
In step s 4, the then release of the forward clutch Fwd/C in step S3, output pass through fuel cut-off (fuel
Cut-out) and the instruction for stopping stopping engine 1 of lighting a fire, enter step S5.
By the stopping of the engine 1, (establishment of=coast stop driving conditions) is set up based on entry condition is slided, cut-out
The power transmission of forward clutch Fwd/C, and adjust the inertia traveling based on coast stop control for stopping engine 1
Situation.
In step s 5, the engine 1 then in step S4 stops, or in step S6 to slide exit criteria invalid
Judge, when lock-up clutch 9 is in coupled situation, untill L/U pressure drops are as low as able to maintain that the pressure of piston stroke, and protect
The L/U pressures after reducing are held, enter step S6.
Here, when lock-up clutch 9 is in coupled situation, the pressure that L/U pressure drops can as low as be kept to piston stroke is
Only refer to, make " state for applying the oil pressure for being used for making lock-up clutch 9 be power delivery status ".
In addition, the lock-up clutch 9 before the inertia traveling based on coast stop control starts can be release conditions/sliding
Any one in state/coupled situation, or apply in inertia traveling to lock-up clutch 9 and be used to being set to power passing
Pass the state of the oil pressure of state.
And then " apply be used for be set to power delivery status oil pressure state " with lock-up clutch 9 actually into
Action edge is unrelated whether transmission.That is, including applying oil pressure but not into the state of action edge transmission and to just to lock-up clutch 9
Apply the state of oil pressure in the lock-up clutch 9 into action edge transmission.
In addition, connection/the release control for the lock-up clutch 9 being normally set up is such a way, vehicle velocity V SP be for
Low vehicle-speed region release lock-up clutch 9 below the setting speed for preventing engine misses and setting, sets when vehicle velocity V SP exceedes
When determining speed, couple lock-up clutch 9 in full vehicle-speed region.
In step s 6, then the low ＆ of L/U pressure drops is kept untill the pressure for the piston stroke being able to maintain that in step S5,
In based on the inertia traveling of control is slided, judgement slides whether exit criteria is set up.It is being (sliding exit criteria to set up)
In the case of, S7 is entered step, in the case of no (it is invalid to slide exit criteria), return to step S5.
Here, " sliding exit criteria " is connected (according to aperture for accelerator>0 accelerator opening signal is judged),
Or brake engagement (being judged according to brake switch signal).That is, when from foot leave accelerator be transitioned into enter into accelerator when,
Slide exit criteria establishment.Alternatively, when from foot leave brake be transitioned into enter into brake when, slide exit criteria establishment.
In the step s 7, the then judgement for sliding exit criteria establishment in step S6, or the rotation in step S8 are different
The judgement of step, carries out, based on the engine starting control and rotation Synchronization Control for starting motor 15, entering step S8.
Here, rotation Synchronization Control is the input speed in the step S3 forward clutch Fwd/C released (is depended on
Engine speed) and output speed (rotating speed for depending on driving wheel 7) synchronization control.
In step s 8, then the engine starting control in step S7 and rotation Synchronization Control, judge forward clutch
Whether the input speed and output speed of Fwd/C be synchronous.In the case where being (rotation is synchronous), S9 is entered step, in no (rotation
It is asynchronous) in the case of, return to step S7.
Here, for rotating synchronization, when the input speed of forward clutch Fwd/C and the difference of output speed are synchronously being permitted
When perhaps below threshold value, it is judged as that rotation is synchronous.
In step s 9, the then judgement of the rotation synchronization in step S8, is connected in the advance clutch that step S3 is released
Device Fwd/C, enters step S10.
In step slo, the then connection of the forward clutch Fwd/C in step S9, determines whether brake service.
In the case of being (having brake service), S11 is entered step, in the case of no (not having brake service), is entered step
S12。
In step s 11, the then judgement for having brake service in step S10, performs the fuel stopped to engine 1
The fuel cut-off of injection, into terminating.
In step s 12, the then judgement without brake service in step S10, to usual speed Control transition, into
Enter to terminate.
Then, effect is illustrated.
The effect of the coast stop control device for starting locomotive of embodiment 1 is divided into " the coast stop control in comparative example
Making use ", " effect of coast stop control process ", " coast stop control action ", " the feature work of coast stop control method
With " and " other characteristic actions " illustrate.
[the coast stop control action in comparative example]
It will make in coast stop control so that forward clutch Fwd/C and lock-up clutch LU/C are release conditions
For comparative example.
Such as above-mentioned comparative example, in being controlled in coast stop, make forward clutch Fwd/C and lock-up clutch LU/C equal
For release conditions the reason for, consider it is following some.When coast stop controls, lock-up clutch LU/C is only discharged, passes through fluid power
The moment of torsion of fluid self-powered in future driving wheel in torque-converters is input to engine, and engine becomes towing load and coast stop travels
Distance Shortened.In order to prevent this occurrence of, discharge forward clutch Fwd/C rather than lock-up clutch LU/C.
Here, at the end of coast stop controls, before from engine to driving wheel into action edge transmission, it is necessary to couple
Into clutch Fwd/C, when connection has the forward clutch Fwd/C of rotational difference state, connection impact is produced.In addition, in order to anti-
Only connection impact, has driving force response lag when slowly coupling.In order to relax connection impact, controlled in coast stop
In, lock-up clutch LU/C is set to release conditions.
From this point of view, consider in coast stop controls, forward clutch Fwd/C and lock-up clutch LU/C are set to
Release conditions.
But in a comparative example, accelerator brake pedal operation is being carried out, in the case that coast stop control recovers, band
The rising of wheel load or the connection delay of forward clutch Fwd/C, can lag, driving deteriorates untill G before and after generation.
Its reason is as follows.
Because in coast stop control, engine stops completely, (starts so the oil pump from CVT cannot be supplied
Machine drive) oil.
Because short from time of the engine starting untill forward clutch Fwd/C is coupled, oil pump supply flow rate
It is limited.
Although being equipped with electric oil pump, do not have while rising band wheel load, one side only couples forward clutch
Output needed for Fwd/C.
[effect of coast stop control process]
Based on the flow chart shown in Fig. 5, the coast stop control process effect to embodiment 1 illustrates.
First, when being travelling driving source with engine 1, in the traveling of connection forward clutch Fwd/C, slide into bar
When part is set up, in a flow chart in figure 5, S1 → step S2 → step S3 → step S4 → step S5 → step S6 is entered step.
Moreover, step S6 be judged as sliding exit criteria it is invalid during, repetition enters step the flow of S5 → step S6.
In step S2, the motor 51 of electric oil pump 50 is started.In step s3, the forward clutch Fwd/C of coupled situation is discharged.In step
In rapid S4, output is stopped by fuel cut-off and igniting to make the instruction that engine 1 stops.In step s 5, in locking clutch
When device 9 is in coupled situation, untill L/U pressure drops can as low as keep the pressure of piston stroke, the L/U pressures after reducing are kept.
In this way, in the inertia traveling controlled based on coast stop, forward clutch Fwd/C is discharged, stops engine 1
Only, lock-up clutch LU/C is set to be applied with the state for making its oil pressure for being power delivery status.
On the other hand, when step S6 judge slide exit criteria set up when, in a flow chart in figure 5, from step S6 into
Enter step S7 → step S8.Moreover, being judged as rotating asynchronous period in step S8, repetition enters step the stream of S7 → step S8
Journey.In the step s 7, carry out based on the engine starting control and rotation Synchronization Control for starting motor 15.Afterwards, engine 1
Rotating speed rises, and when being judged as rotating synchronous in step S8, in step S9 below, is connected in the advance that step S3 is released
Clutch Fwd/C.
In this way, from coast stop control exit when, start engine 1, through rotation Synchronization Control connection forward clutch
Fwd/C, returns to the usual transport condition for travelling driving source with engine 1.
When being exited from coast stop control, in step slo, brake service is determined whether.There is expression driver
Deceleration intention brake service in the case of, enter step S11 from step S10, perform and stop spraying to the fuel of engine 1
The fuel cut-off penetrated.On the other hand, in the case of the brake service that the acceleration of no expression driver is intended to, from step
S10 enters step S12, in step s 12, is transitioned into usual speed Control.
(coast stop control action)
The purpose of coast stop control is, unrelated with vehicle-speed region in traveling, is discharged when foot leaves accelerator operation
Transmit the forward clutch Fwd/C (power transmission mechanism) of the power from engine 1.Thus, escape engine 1 and driving wheel
7, by preventing from starting mechanism caused by moving device to slow down, idling stopping distance when foot leaves accelerator operation increases, and drives engine 1
The traveling for consuming fuel is reduced, as a result, reducing fuel consumption.And then also save for making engine 1 stop maintaining idle running
Fuel.
Based on the time diagram shown in Fig. 6, the coast stop in the embodiment 1 of the purpose controlled realizing above-mentioned coast stop
Control action illustrates.
In figure 6, at the time of moment t1 is that condition that accelerator disconnection/brake disconnects is set up, moment t2 for slide into
At the time of entering condition establishment, at the time of moment t3 starts to slide middle judgement, at the time of moment t4 is slides exit criteria establishment.
At the time of moment t5 terminates for start-up period, at the time of moment t6 terminates for rotation synchronous phase, moment t7 couples the stage for CL
At the time of end, at the time of moment t8 terminates for gear shift stage.In addition, moment t1~t2 is delay between the area, the moment, t2~t3 was
Slide into stage section, moment t3~t4 is to slide middle section.Moment t4~t5 is start-up period section, and the moment, t5~t6 was
Synchronous phase section is rotated, moment t6~t7 couples stage section for CL, and moment t7~t8 is gear shift stage section.
When the condition disconnected in moment t1 accelerator disconnection/brake is set up, in the delay between the area of moment t1~t2,
Front and rear G is transitioned into deceleration from acceleration, and engine speed starts to reduce, and target change gear ratio reduces." sliding and sentencing in the delay between the area
It is fixed " it is standby judgement, the action for carrying out electric oil pump 50 prepares.
When sliding entry condition in moment t2 and setting up, start actual act in moment t2 electric oil pump 50, start high gear
The reduction of brake pressure (H/C pressures) simultaneously discharges high gear brake 33, starts simultaneously at the reduction of locking pressure (L/U pressures), when being reduced to
When can keep untill the pressure of piston stroke, the pressure is kept.It was found from the L/U pressure characteristics that t2 is later at the time of Fig. 6, because the moment
L/U pressures (applying pressure-release pressure) are just, so lock-up clutch 9 is " to apply and be used to make it be power delivery status after t2
Oil pressure state ".
Moreover, in the sliding into stage section of moment t2~t3, when confirming that high gear brake 33 discharges, start to send out
The fuel cut-off of motivation 1.Moment t2~t3's slides " sliding judgement " into stage section to perform judgements, and maintenance is electric
The actual act of dynamic oil pump 50.
When judging during at the moment, t3 starts to slide, engine speed and secondary pulley rotating speed elapse under halted state,
High gear brake 33 maintains release, and locking pressure (L/U pressures) is gradually reduced due to leakage part with small gradient.Moment t3~t4
" sliding judgement " for sliding in middle section to slide middle judgement, maintain the actual act of electric oil pump 50.
When sliding exit criteria in moment t4 and setting up, start the starting of engine 1 by starting motor 15, start high gear
The output of the initial pressure instruction of brake pressure (H/C pressures)." sliding judgement " in the start-up period section of moment t4~t5 is
Judgement is exited, maintains the actual act of electric oil pump 50.In this way, when moment t4 slide exit criteria set up when, with locking from
The connection of clutch 9 is compared, the connection of preferential forward clutch Fwd/C, the initial pressure instruction of output high gear brake pressure (H/C pressures)
To supply oil feed pressure.The reason is that even if lock-up clutch 9 is release conditions, fluid torque-converter 2 also can be by fluid into action edge
Transmit.On the other hand, forward clutch Fwd/C in the released state cannot be into action edge transmission.Therefore, with lock-up clutch 9
Connection compare, the connection of preferential forward clutch Fwd/C.
When the rotating speed rising at the end of moment t5 start-up period, passing through engine 1 and pair of rotation synchronization rotating speed of target
Than carrying out rotating synchronous judgement." sliding judgement " in the rotation synchronous phase section of moment t5~t6 ties up to exit judgement
Hold the actual act of electric oil pump 50.
At the end of synchronous phase is rotated in moment t6, stop electric oil pump 50, make in high gear brake pressure (H/C pressures)
Rise, improve the connection control of the high gear brake 33 of moment of torsion transfer capacity.The CL connections stage section of moment t6~t7
In " sliding judgement " to exit judgements, the stopping of maintenance electric oil pump 50.That is, at the end of synchronous phase is rotated, by oil pressure
Source switches from electric oil pump 50 to mechanical oil pump 10.
When at the end of the connection stage at moment t7CL, into the actual gear ratio and target change gear ratio one for making gear 20
The gear shift stage for causing and being controlled, terminates gear shift stage in moment t8.It is " sliding in the gear shift stage section of moment t7~t8
Row judges " controlled to be normal, primary pressure and secondary press is increased, and be gradually increasing locking pressure (L/U pressures).In addition, from cunning
Row stops control when exiting, in the case where the connection of lock-up clutch 9 is impacted etc. and to become problem, through sliding coupled situation to
Complete coupled situation transition.
[characteristic action of coast stop control method]
In embodiment 1, in the power transmission of cut-out drivetrain clutch Fwd/C, and sliding for the stopping of engine 1 is made
Stop in the inertia traveling in control, lock-up clutch 9 is set to apply to the shape for the oil pressure for being used for making it be power delivery status
State.
Therefore, in the case where exiting coast stop control, the flow for being locked out the consumption of clutch 9, increase can be reduced
For coupling the flow of drivetrain clutch Fwd/C.Therefore, can at the end of the inertia traveling controlled based on coast stop
Shorten the time untill being transmitted to drivetrain clutch Fwd/C into action edge.
That is, lock-up clutch 9 in the case of connection, it is necessary to from the side of lock-up clutch 9 for oil feed pressure (apply pressure),
In the free-up case, it is necessary to from opposite side for oil feed pressure (release pressure).Under the release conditions of lock-up clutch 9, because oily
Temperature is risen based on speed discrepancy, so needing to supply release pressure+lubricating oil.Release pressure+the lubricating oil is via lock-up clutch 9
Afterwards, discharged from fluid torque-converter 2, be sent into the oil of food tray, it must be more than the oil mass discharged from fluid torque-converter 2.Otherwise, apply
Pressure side becomes higher, it is impossible to maintains the release conditions of lock-up clutch 9.On the other hand, under the coupled situation of lock-up clutch 9,
Because without speed discrepancy, without lubrication, required flow can lack.
Therefore, " state for applying the oil pressure for being used for making lock-up clutch 9 be power delivery status " is used to make lock than applying
Only clutch 9 is low for the required oil mass of the state of the oil pressure of non-powered transmission state, and the oil mass consumed by fluid torque-converter 2 becomes
It is few.
Here, by the invalid of coast stop driving conditions, the reason for connection drivetrain clutch Fwd/C, is said
It is bright.According to the invalid feelings of acceleration request (for example, accelerator brake pedal operation) coast stop driving conditions from driver
Under condition, need to couple drivetrain clutch Fwd/C in order to which the power of engine 1 is delivered to driving wheel 7.In addition, according to next
From the deceleration request (for example, brake brake pedal operation) of driver in the case that coast stop driving conditions are invalid, pass through by
Driving wheel 7 and engine 1 are set to connection status, in order to carry out fuel cut-off (in order to reduce fuel consumption), it is necessary to couple driving
It is clutch Fwd/C.
Next, to by reducing the required flow to fluid torque-converter 2, the flow being able to ensure that in upstream increases mechanism
Illustrate.
First, in coast stop control, targeted tube pressure is set to zero by pipeline pressure regulating valve 211, is stopped to primary Tape
The action oil supply of wheel 21 or secondary pulley 22.Therefore, 211 → liquid of regulating valve is pressed from the oil mass that electric oil pump 50 sprays to pipeline
223 → fluid torque-converter of power torque-converters pressure regulating valve 221 → locking control valve 2 flows.At this time, if lock-up clutch 9 set
For release conditions, then need to make only to maintain release pressure+lubricating oil of release conditions to spray from electric oil pump 50.The reason is that due to
Lock-up clutch 9 is not multi-plate clutch but veneer clutch, therefore, as shown in figure 4, discharging what is pressed and lubricate as dual-purpose
Oil hydraulic circuit.
On the other hand, when lock-up clutch 9 is set to coupled situation, without lubrication, make only to maintain lock-up clutch 9
The application pressure of coupled situation is sprayed from electric oil pump 50.
Moreover, when exiting coast stop control, the ejection flow from electric oil pump 50 is controlled in coast stop first
In be used to fill the action oil released from primary pulley 21 or secondary pulley 22 or circuit.Moreover, the filling of the action oil released
After, band wheel load rises, and afterwards, the clutch pressure rising of drivetrain clutch Fwd/C returns to common transport condition.
Therefore, in the case where being set to the coupled situation of lock-up clutch 9, with lock-up clutch 9 is set to release conditions
Situation compare, by reduce to fluid torque-converter 2 required flow, pass through upstream, that is, primary pulley 21 of fluid torque-converter 2
Or the flow increase that secondary pulley 22 or drivetrain clutch Fwd/C are able to ensure that.
Next, Fig. 7 is based on, to becoming lock-up clutch 9 from release conditions to coupled situation in being controlled in coast stop
The more caused effect to flow needed for unit illustrates.
When lock-up clutch 9 is set to release conditions, the required discharge characteristic based on simulation is changed into the characteristic D of Fig. 7, will lock
When only clutch 9 is set to coupled situation, the required discharge characteristic based on simulation is changed into the characteristic E of Fig. 7.Therefore, for maintaining phase
The flow from electric oil pump 50 with pressure F by lock-up clutch 9 when being set to coupled situation less (arrow G).
Similarly, when lock-up clutch 9 being set to release conditions, the required wattage characteristic based on simulation is changed into the spy of Fig. 7
Property H, when lock-up clutch 9 is set to coupled situation, the required discharge characteristic based on simulation is changed into the characteristic I of Fig. 7.Therefore, use
Less (arrow when lock-up clutch 9 is being set to coupled situation by the required wattage for maintaining the electric oil pump 50 of identical pressure F to be consumed
Head J).
[other characteristic actions]
In embodiment 1, at least set up from coast stop driving conditions untill coast stop driving conditions are invalid
During, it is set to apply for making state of the lock-up clutch 9 for the oil pressure of power delivery status lock-up clutch 9.
That is, in the inertia traveling controlled based on coast stop, in this case it is not apparent that when coast stop driving conditions not
Set up.Therefore, after at least coast stop driving conditions are set up, it is used to make lock-up clutch 9 if being often set to apply in advance
For the state of the oil pressure of power delivery status, even if then at a time coast stop driving conditions are invalid, can also shorten
Drivetrain clutch Fwd/C becomes the time lag untill power delivery status.
In embodiment 1, the power transmission capacity of lock-up clutch 9 is controlled by electric oil pump 50.It is used to make moreover, applying
Lock-up clutch 9 is that the state of the oil pressure of power delivery status is state, the i.e. base that finishes of piston stroke of lock-up clutch 9
State before the power transmission of lock-up clutch 9 starts.
That is, by terminating based on the inertia traveling that coast stop controls, the torsion for being input to lock-up clutch 9 can not be learnt
Square.In order to realize moment of torsion input whatever, lock-up clutch 9 is not also slid, it is necessary to supply very high oil pressure in advance,
It is required to export the oil pressure source of high oil pressure.Therefore, in the inertia traveling based on the unknown coast stop control of input torque
In, by being set to piston stroke done state, the unnecessary rise of anti-stopping power transmission capacity in advance.
Therefore, it is possible to reduce oil pressure needed for oil pressure source.And then in the situation that electric oil pump 50 is used as oil pressure source
Under, by reducing the oil pressure needed for electric oil pump 50, the raising of cost degradation or carrying property is realized using the miniaturization of pump.
In embodiment 1, stepped on using traveling with driving source as engine 1 in coast stop driving conditions including at least braking
The disconnection of plate, the fuel cut-off control for stopping fuel injection being performed by the connection of brake pedal.
That is, in the inertia traveling controlled based on coast stop, when entering into brake pedal, end is based on coast stop control
The inertia traveling of system, engine 1 start again, and drivetrain clutch Fwd/C also couples.Afterwards, controlled to fuel cut-off
Transition, but at the end of the inertia traveling based on coast stop control, lock-up clutch 9 is in piston stroke done state, because
Coupled situation can be set at once, so the connection one of drivetrain clutch Fwd/C terminates, it becomes possible to move to fuel cut-off control
System.
Therefore, the time untill starting from brake pedal brake pedal operation to fuel cut-off is short, can reduce fuel consumption.
Next, effect is illustrated.
Embodiment 1 starts the coast stop control method of locomotive and control device to obtain effect particularized below.
(1) above-mentioned vehicle (starting locomotive) possesses：Rub connection element (drivetrain clutch Fwd/C), it is disposed in row
Sail between driving source (engine 1) and driving wheel 7；Fluid torque-converter 2, it is disposed in friction connection element (drivetrain clutch
Device Fwd/C) and between traveling uses driving source (engine 1), and possess the lock-up clutch based on oil pressure cntrol power transmission capacity
9；Oil pressure source (electric oil pump 50), its when traveling is stopped with driving source (engine 1) for oil feed pressure, wherein, based on sliding
Stop the establishment of driving conditions, cut off the power transmission of friction connection element (drivetrain clutch Fwd/C), and by making row
Sail and stop the coast stop control of (engine 1) with driving source and carry out inertia traveling；Inertia row in coast stop control
In sailing, it is set to apply lock-up clutch 9 state for the oil pressure for being used for making lock-up clutch 9 be power delivery status.
Therefore it provides a kind of coast stop control method of vehicle (starting locomotive), its when exiting coast stop control,
Friction connection element (drivetrain clutch Fwd/C) is shortened as the time lag untill power delivery status.
(2) at least from coast stop driving conditions set up untill coast stop driving conditions are invalid during, if
To apply the state for being used for making oil pressure that lock-up clutch 9 is power delivery status to lock-up clutch 9.
Therefore, in addition to the effect of (1), in the inertia traveling controlled based on coast stop, even if at a time
Coast stop driving conditions are invalid, and can also shorten friction connection element (drivetrain clutch Fwd/C) becomes power transmission
Time lag untill state.
(3) the power transmission capacity of lock-up clutch 9 is controlled by oil pressure source (electric oil pump 50), by lock-up clutch 9
The state that piston stroke finishes is set to apply the state for the oil pressure for being used for making lock-up clutch 9 be power delivery status.
Therefore, in addition to the effect of (1) or (2), in the inertia traveling controlled based on coast stop, oil can be reduced
Flow needed for potential source.
Particularly, using electric oil pump 50 as in the case of oil pressure source, by the miniaturization of pump can realize it is low into
This change or the raising of carrying property.
(4) traveling is engine 1 with driving source, and coast stop driving conditions include at least the disconnection condition of brake pedal,
Controlled by the establishment of the on-condition of brake pedal to perform the fuel cut-off of stopping fuel injection.
Therefore, in addition to the effect of (1)~(3), by untill starting from brake pedal brake pedal operation to fuel cut-off
Time shorten, can realize reduction fuel consumption.
(5) above-mentioned vehicle (starting locomotive) possesses：Rub connection element (drivetrain clutch Fwd/C), it is disposed in row
Sail between driving source (engine 1) and driving wheel 7；Fluid torque-converter 2, it is disposed in friction connection element (drivetrain clutch
Device Fwd/C) and travel between driving source (engine 1), possess the lock-up clutch 9 based on oil pressure cntrol power transmission capacity；
Oil pressure source (electric oil pump 50), its when traveling is stopped with driving source (engine 1) for oil feed pressure, wherein, stopped based on sliding
The only establishment of driving conditions, sets the power transmission of cut-out friction connection element (drivetrain clutch Fwd/C), and by making
The coast stop control unit that traveling stops the coast stop control of (engine 1) with driving source and carries out inertia traveling is (comprehensive to control
Device 13 processed)；Coast stop control unit (integrated controller 13) coast stop control in inertia traveling in, be set to locking from
Clutch 9 applies the state for the oil pressure for being used for making lock-up clutch 9 be power delivery status.
Therefore, the present invention provides a kind of coast stop control device of vehicle (starting locomotive), exits coast stop control
When, shorten the time lag untill friction connection element (drivetrain clutch Fwd/C) becomes power delivery status.
The coast stop control method and control device of the vehicle of the present invention are illustrated based on embodiment 1 above,
Specific composition is not limited to the embodiment 1, can be with the range of every purport based on present invention request scope is not departed from
Change or addition for being designed etc..
In embodiment 1, show when being stopped using electric oil pump 50 as traveling driving source for the oil pressure of oil feed pressure
The example in source.But accumulator etc. is can also use for the oil pressure source of oil feed pressure when stopping as traveling driving source.
In embodiment 1, show and be applied to carry by the coast stop control method of the vehicle of the present invention and control device
The example for starting locomotive of buncher with auxiliary transmission.But coast stop control method of the invention and control
Device applies also for being equipped with the vehicle of buncher or the vehicle for being equipped with step change transmission or without carrying speed changer
Vehicle.In addition, as vehicle, it is not limited to start locomotive, hybrid vehicle or electric automobile etc. is equally applicable.To sum up
It is described, as long as the vehicle for possessing friction connection element, the fluid torque-converter for possessing lock-up clutch and oil pressure source can fit
With.
Claims (5)
1. a kind of coast stop control method of vehicle, the vehicle possess：
Rub connection element, it is disposed between traveling driving source and driving wheel；
Fluid torque-converter, it is disposed between the friction connection element and the traveling driving source, and is possessed based on oil pressure
Control the lock-up clutch of power transmission capacity；
Oil pressure source, its in the traveling driving source stops for oil feed pressure, wherein,
Based on the establishment of coast stop driving conditions, the power transmission of the friction connection element is cut off, also, it is described by making
The coast stop that traveling is stopped with driving source controls and carries out inertia traveling；
In the inertia traveling of coast stop control, it is set to apply for making the lock-up clutch lock-up clutch
For the state of the oil pressure of power delivery status.
2. the coast stop control method of vehicle as claimed in claim 1, wherein,
At least from the coast stop driving conditions set up untill the coast stop driving conditions are invalid during, if
To apply the state for being used for making oil pressure that the lock-up clutch is power delivery status to the lock-up clutch.
3. the coast stop control method of vehicle as claimed in claim 1 or 2, wherein,
The power transmission capacity of the lock-up clutch is controlled by the oil pressure source, by the piston stroke knot of the lock-up clutch
The state of beam is set to apply the state for the oil pressure for being used for making the lock-up clutch be power delivery status.
4. such as coast stop control method of vehicle according to any one of claims 1 to 3, wherein,
The traveling is engine with driving source,
The coast stop driving conditions include at least the disconnection condition of brake pedal, are set up using the on-condition of brake pedal
And perform the fuel cut-off control for stopping fuel injection.
5. a kind of coast stop control device of vehicle, the vehicle possess：
Rub connection element, it is disposed between traveling driving source and driving wheel；
Fluid torque-converter, it is disposed between the friction connection element and the traveling driving source, and is possessed based on oil pressure
Control the lock-up clutch of power transmission capacity；
Oil pressure source, its in the traveling driving source stops for oil feed pressure, wherein,
Coast stop control unit is set, and the establishment of the coast stop control unit based on coast stop driving conditions, rubs described in cut-out
The power transmission of connection element is wiped, and the traveling is stopped with driving source and is carried out inertia traveling,
The coast stop control unit is set to be used for lock-up clutch application in the inertia traveling that coast stop controls
Make the state for the oil pressure that the lock-up clutch is power delivery status.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015186459A JP6584892B2 (en) | 2015-09-24 | 2015-09-24 | Vehicle sailing stop control method and control apparatus |
| JP2015-186459 | 2015-09-24 | ||
| PCT/JP2016/075591 WO2017051678A1 (en) | 2015-09-24 | 2016-09-01 | Vehicle sailing stop control method and control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108027056A true CN108027056A (en) | 2018-05-11 |
| CN108027056B CN108027056B (en) | 2019-09-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680053211.9A Active CN108027056B (en) | 2015-09-24 | 2016-09-01 | The coast stop control method and control device of vehicle |
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| Country | Link |
|---|---|
| US (1) | US10663058B2 (en) |
| EP (1) | EP3354943A1 (en) |
| JP (1) | JP6584892B2 (en) |
| KR (1) | KR102054087B1 (en) |
| CN (1) | CN108027056B (en) |
| WO (1) | WO2017051678A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP6518177B2 (en) * | 2015-10-02 | 2019-05-22 | ジヤトコ株式会社 | Vehicle control apparatus and vehicle control method |
| JP6624090B2 (en) * | 2017-01-19 | 2019-12-25 | トヨタ自動車株式会社 | Vehicle control device |
| JP6830386B2 (en) | 2017-03-27 | 2021-02-17 | 株式会社ミツトヨ | Measuring head |
| WO2020261919A1 (en) * | 2019-06-24 | 2020-12-30 | ジヤトコ株式会社 | Vehicle control device and vehicle control method |
| WO2022091638A1 (en) * | 2020-11-02 | 2022-05-05 | ジヤトコ株式会社 | Damping pressure supply circuit for pulley pressure control valve |
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Also Published As
| Publication number | Publication date |
|---|---|
| US20180245685A1 (en) | 2018-08-30 |
| KR20180035868A (en) | 2018-04-06 |
| JP6584892B2 (en) | 2019-10-02 |
| JP2017061952A (en) | 2017-03-30 |
| WO2017051678A1 (en) | 2017-03-30 |
| US10663058B2 (en) | 2020-05-26 |
| EP3354943A1 (en) | 2018-08-01 |
| CN108027056B (en) | 2019-09-27 |
| KR102054087B1 (en) | 2019-12-09 |
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